Improvement in pumping-engines



H. P. GASKILL. Pumping-Engine.

No. 217,526. Patented July 15, 187 9.

Witnesses N. PETERS. PHOYO-LITNOGRAPHER. WAQHXNE'TON, D. G.

PATENT OFFICE.

HARVEY F. GASKILL, OF LOGKPORT, NEW YORK.

IMPROVEMENT IN Specification forming part of Letters Patent No.

PUMPING-ENGINES.

217,526, dated July 15, 1879 application filed April 15, 1879.

To all whom it may concern:

Be it known that I, HARVEY F. GASKILL, of Lockport, in the county ofNiagara and State of New York, have invented certain new and usefulImprovements in Direct-Acting Pumping-Engines, of which the following isa specification.

My invention relates to the class of engines which transmitreciprocating motion direct from the piston-rod. M

Its main object is to cause the piston to reverse quietly and withoutshock, and this is done by giving the valve a motion similar to thatproduced by the ordinary eccentric of flywheel and similar engines.

The benefit of such an arrangement in direct-acting engines is obvious,as the sudden and violent changing of the motion common to such enginesis very destructive to the machinery.

To enable others skilled in the art to fully understand my invention, Iwill now describe an embodiment of it.

In the accompanying drawings, Figure 1 is a longitudinal section of partof an engine containing my invention. Fig. 2 is a perspective bottomview of the main and auxiliary valves, and Fig. 3 is a perspective topview of the same.

A is thelnain steam-cylinder, of ordinary construction.

0 is the main piston, and D the main piston-rod. a is an auxiliarycylinder, attached to. the forward head of the main cylinder, and havingan auxiliary valve, b, in the chest E. This auxiliary cylinder receivesand exhausts its steam through the small ports or openings cf 9, whichall terminate in the valvechest E at one side of the main-cylinderports.

The duct or passage 6 communicates with the forward end of the auxiliarycylinder a, and the passage f with the rear end of the same. 9 in dottedlines is the exhaust of the auxiliary cylinder, and communicates withthe exhaust of the main cylinder.

H is a lever, connected at its upper end, at w, to the valve-rod h, andpivoted, at y, to a yoke, i, in the piston-rod d of the auxiliarycylinder. This lever is connected, at its lower end, Z, with the mainpiston-rod D, either by the slotted connection I or by a link or otherequivalent device. The valve-stem h is connected to the auxiliary valveb, and this latter forms a cage about the main valve B, and gives itmotion and as the main valve is somewhat shorter than the space insidethe auxiliary valve the latter will move farther than the former, andwill have a motion at the beginning of its stroke before it begins tomove the main valve.

The main piston G operates on the lever H to close the main valve Bduring the, latter part of its stroke, the first part of the strokebeing taken up in moving the auxiliary valve through the space j, Figs.1 and 3, and during this operation H has its fulcrum at y.

The mechanism is so arranged that when the valve B has the main-cylinderport nearly closed the auxiliary valve opens the auxiliary port at theother end of the valve-chest, at the same time connecting the otherauxiliary port with the exhaust by means of recess 70, so that theauxiliary piston 0 travels the length of its cylinder, and by so doingcauses the valve to complete its stroke, thus opening wide the main portand admitting steam to the other side. of the main piston. The mainpiston will then start in the opposite direction.

As already explained, the main valve B will have no motion until theauxiliary valve has traversed the space j between it and the main valve,and the main port will remain wide open during that time.

The several parts should be so proportioned that in case the auxiliarypiston c from any cause should not start at the proper time thecontinued movement of the main piston G beyond its usual and properlimit will open the main port communicating with that end of thecylinder toward which it is approaching wide enough to prevent collisionwith the cylinderhead.

The motion of piston G is gradually decreased toward the end of itstravel by the gradual closing of the admission-port, and in no case canit strike the cylinder-head, no matter how rapid its movement may bewhile in transit.

Having thus described my invention and one embodiment of it, what Iclaim is- 1. In combination with the main piston of motion from the mainpiston and part of its a direct-acting engine, a lever with a movablemotion from the auxiliary piston, in combinafulcrunl for operating thevalve and a device tion with said main piston and auxiliary pisforshifting the fulcrum of the lever, substanton, substantially asdescribed.

tially as described. 5. The combination of the main piston O, the 2. Thecombination of mam piston O,aux1lauxiliary piston 0, the main valve, andtheiary piston c, and lever H, with its movable auxiliary valve with thelever having a mow fulcrum, substantially as described. able fulcrum,substantially as described.

3. The combination of the main valve and HARVEY F. GASKILL. theauxiliary valve with the lever H, having a Attest:

movable fulcrum, substantially as described. PERRY SToWnLL,

4c. The auxiliary valve b, receiving part of its FRED. WING.

